Internal-combustion engine.



D.. l. BULLINGER. INERNAL COMBUSTION ENGINE.

192229690 "amino/HON FILED MAY 21. 191s. Patented Apr-.17 1917- a sHEE'Ts-SHEET- l. J y 3 M 3967 74 D. IA BULLINGER. INTERNAL COMBUSTION ENGINE. d, X APPLICATION FILED MAYZh I9I5.

l I" @Gn Patented Apr. 17, 1917.

3 SHEETS-SHEET 2.

n.1. BULUNGER', INTERNAL GOVIBUSTION ENGINE. APPLICTIUN FLED MAY 2ll 1915A meme@ Apr. 17, 19W.

3 SHEETS-SHEET 3.

vide simple and eiiicientmeansvtol prevent the gases fromlealnng past the piston rod.

vgines, and more especially n sinne nanna orio.

'.DVID'J'. BULLINGER, OF NEW HAVEN, MISSOURI.

INTERNAL-COMBUSTION ENGINE.

Application led May 21, 1915. Serial No. 29,522.

To all whom it may concern.'

Be it known that I, Davia J. BULLINGER, a citizen ofthe United States, residing at New Haven, in the county of Franklin and State of Missouri, haveinvented a new4 and useful Internal-Combustion Engine; `aiid l do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to the art of ento an improved internal combustion engine, of the multiple cylinder type, in Vwhichan impulse is imparted to the piston upon every stroke thereof, and an object of the invention is toprov-ide a simple and eiiicient and practical engine ofl -this typey for generating a steady or uniform power.'

Another'- object of the invention is topro# vide a multiple cylinder axially alined and having an equal multiple of pistons arranged axially on a single piston rod, and which -piston upon every stroke receives an impulse, owing to the ignition of a charge at each end of each cylinder. Immediately before each charge is ignited, the same is compressed.

Another object of the invention is to pro- A further object of theinvention is to provide two combustion chambers in each cylinder, one upon either side of each piston.

Another object of the invention is to provide efficient means for'cooling the piston rod and the chambers.

Anotherobject of the invention is the provision of an automatic device whereby the` `waste lubricant may be expelled from the cylinders at regular intervals;

In practical fields the details of construction may necessitate alterations, falling within the scopeof what is claimed.

The invention comprises further features and combination of parts, as hereinafter set y,

forth, shown in the drawings and claimed.

In the drawings:` Y Figure 1 is a vertical sectional view. Fig. 2 is a rear elevation of the engine. Fig. 3 is a longitudinal "sectional view at right angles to that shown in Fig. 1.

Fig. 4 is, a combination sectional fraginentary perspective view, ini other Words, a diagrarnnuatick view, show-ingfthe multiplicity of inlet and exhaust valves, and the means for controlling the same, in order to disclose the intakes of charges, and the exhausting of the utilized gases.

Fig. 5 is a cross sectional view on line 5-5 of Fig. 1.

Fig. 6 is a cross sectional view on line 6-6 of Fig. 1.

Fig. 7 is a cross sectional view on line 7-7 of Fig. 2.

Fig. 8 is a cross sectional view on line 8 8 of Fig.2.

Referring more especially to the drawings, 1 designates the crank casing of the engine, in bearings 2 of vwhich a suitable 'crank shaft 3 is journaled, which shaft is provided withtheusual fly wheel 4 at one end, and a gear 5 at the other end. The gear 5 meshes with the gear 6 of the stub shaft 7, which ris mounted in a suitable bearing 8 of the crank casing. Also carried by and rotatable with the stub shaft 7 is a beveled gear 9, which meshes with a beveled gear 10, on one end of the shaft 11, which is mounted in a suitable bearing 12, and the purpose of which shaft 11 will appear later.' The crank casing has a supplemental casing 13 bolted to it as shown Aat 14, to cover the gears 5 and 6. The crank casing 1 is also constructed with an extension casing 15 having guides 16, in which the cross heads 17 are guided. `/onnecting the cross heads is a pin 18, on which the sleeves 19 of the forks 20 of the pitman`21 are journaled. The pitman 21 has a sleeve 22, which is journaled upon the crank 23, so that when the piston 24 is reciprocated, which piston is connected at 25 to the pin 18, revoluble movementis imparted to thecrank shaft 3, and from which` power may be transmitted in any suitable manner. Y

Bolted together at 26 are the amultiple cylinders 27 arranged axially. One of the cylinders 27 is partially contracted as shown at 2S and hasxa flange 29 bolted at 80to the extension casing 15, and the piston rod 24 (which is providedwith suitable packing 31) reciprocates through the bearings or sleeves 32 of said cylinders. It is tombe observed that the one or more packings upon the piston rod move with the piston rod within said Ibearings or sleeves 32, for the purpose of preventing the gases leaking past the piston rod. rlhis feature serves the fili the same, for it requires no re-packing. One

of the cylinders has-a head 33 bolted to it as at 34. The multiple cylinders are providedA with a water space or jacket 35, for not only maintaining the cylinders cool, a-nd also the pistons, for portions of this space orv water jacket 35 extend inwardly toward the sleeves or bearings 32, thereby cooling the piston rod therein. Fixed upon the piston rod (which passes axially through the multiple cylinders) are the usual pistons 36 and 37, which. are provided with the usual packing 38. The lower cylinder" 27 is provided with two inlets a and and two exhaust ports c and al, which'. are controlled by the Valves a', b', and c and d. per cylinder 27 is provided with two inlet ports a2 and b2, and' two exhaust ports c2 and d2, which are controlled by the valves a and 3 and c3 and cl3. It will be bserved that the valves a and c are adja ent each other, and the other valves are correspond- Yingly arranged, and furthermore, each'set of inlet and exhaust valves include valve rods 40 and 41,.passing through bearings 42, there being springs 43 to hold the valve normally closed. Mounted in bearings 44 the drawings.

of oneside portion or rear portion f the engine is an elongated shaft 45, and arranged. on this shaft at spaced intervals are lever arms 46 and 47, 48 and 49, 50 and 51, and 52 and 53. The lever arms 46 and 47 are pivoted respectively to the valve rod 40 of the valvesa and ec', as shown at 50a and 55, whereas the arms 48 and 49 are likewise pivoted to the valve rods of the valves b and ci. The lever arms 50 and 51 are pivoted respectively to the rods of the valves aa and c3, whereas the lever arms 52 and 53 are pivoted to the rods of the valves c3 and d3. Each of the lever 'arms 47, 49, 51 and 53 is provided with an extension 56, and this particular construction-'fin connection with the valves is clearlyfshown in Figs. 4 and 6 of The shaft 11 ismounted in additional bearings of the casing of the engine, and is provided with a worm 57, and a. plurality of cams 59, 60, 61, and 62. Each of the lever arms 46, 48, 50 and 52; is provided with extensions 63 having curved portions 64. The cams 59 and 61 coperate with. the extensions 63 and A56 of the lever arms 48, 52, 49 and 53, in order to operate their respective inlet and exhaust valve, whereas the cams 60 and 62 coperate with the extensions 56 and 64 of the lever arms 47, 51, 46 and 50, in order to operate their respective valves, to permit. the inlet and' the exhaust. As before stated, the shaft 11 receives its power lfrom the crank shaft 3,

.therefore the various inlet and exhaust valves will be opened and closed at regular intervals, to permit charges te enter, and

allow the utilized gases to exhaust. Mounted upon a stub pin l66 of one side of the casing of the engine is a worm wheel 67, which coperates with the worm 57. The combu's, tion chambers 69 and 70of the multiple cyl-',- lo inders are provided with lubricant from any suitable source '(not shown), and to permit the outlet of the waste or excess lubricant passages 71 and 72 are provided, which passages communicate with the interiors 7 3 75 and 74 of the enlar ements 75 and 76 of the pipe or conduit an extension 78 of which extends to and communicates with the/interior of the extension casing 15 of the 'crank casing. Mounted in the interiors ...with their respective' seats, to control the The upf?? flow-of the waste or excess lubricant through the passages 71 and 72 and .through said pipe 77 are valves 80 and 81;, which are 35 mounted upon the ends of a 4sp ring tensioned valve rod 82, guided through suitable bea'ringsf'o the enlargements 75 and 76 of said pipeor tube or conduit 7 7 This valve rod 82 has a laterally extending finger 83, and 99 projecting laterally from the pipe 77 -is a lug 84. Carried by thejouter face of the worm wheel and rotatable therewith is a spring arm '85,fwhich, as the work wheel makes a completefrevolution due to its niesh-4 95 ingwith the Worm 57 of the shaft 11 (which receives its power from said crank shaft) comes in contact with the lug 84. As the worm wheel 67 continues its slow revoluble movement, the spring arm 85 is put under 100 tension, and as it flies oli from engagement with said lug 84 it strikes the linger 83 with sufficient force as to actuate lthe valve rcd82 against the tension of its spring, thereby unseating the valves 80;.and 81, and 195 thevarious working parts of the engine are so arranged and geared that these ,valves 8O and 81 are opened in this manner fusual type, there being one of such spark plugs opposite each` inlet valve.

I izo Operation. It is to be noted that this engine is compound or double acting in its operation, and

that thepiston rod and piston (which are.125 arranged axially in cylinders, which are likewise axially arranged) receive an impulse upon every stroke, which is accomplished in `the following manner: For in# stance, when the pistons 36 and 37 are in 130 again, in which case a charge is sucked in at Laaacoo their uppermost positions as shown in Fig. l, 'a charge beyond the piston 36 is being compressed for immediate'firing after compression, that is, at it, whereas the Piston 37 as just nished a scavenger stroke at c. The movement of the piston 36 to the positionshown in Fig. 1 having been the result of a charge tired at m below the piston 37, and when the piston 36 moves to the position shown in Fig. 1, a charge was sucked in at n. As soon as a charge is fired at t, the piston 36 Vand .the piston 37 move in direction of the arrow g, in moving in this direction, the piston 36 compresses the charge which v .was previously sucked in at a, while the piston 37 scavenges its cylinder of the utilized gases of the charge which was fired at m.

Supposing the pistons 36 and 37 are in positions opposite those shown in Fig. l, in which case, as before stated a charge at fnJ is compressed, and the piston 37 has just completed its scavenger and exhaust stroke at m, and immediately Jfollowing the compression of the charge at a, said charge is fired, moving the pistons 3 6 and 37 upwardly m, and the utilized gases (as a result of ring at it) above the piston 36 are scavenged or exhausted from the exhaust valve above the piston 36. At this period when lthe utilized gases are'exhausting above the piston at h, a charge is compressed, and immediately subsequently fired at as a result of which the pistons 36 and 37 are moved down again. When having been moved down again this time, the charge which was `drawn in at m is compressed, then fired, ymoving the' pistons 36 and 37 upwardly, in

which case: a charge is again compressed and fired at it, which is the first compression and firing as set forth in this description of the operation. lin other words, compression, ring, suction and exhausting respectively occur alternately upon Erst one side and then the other 'of each of the pistons, at h, 7a, m and n, and in rapid succession, thereby imparting an impulse to the pistons and piston, rod upon every stroke thereof, the various exhaust and inlet valves responding accordingly. The inner circumferences of the chambers 69 and 70 at their lower portions are provided with annular troughs, to guide the lubricant to the outlets 71 and 7 2. By this form or construction of engine it can be seen that a uniform or steady power is imparted to the crank shaft, from which power7 may be transmitted in any suitable manner (not shown). lin reference to the diagranunatic view shown in Fig. 4t, in connection with the other illustrations of the drawings, it may be seen that the connections between the various valves and the shaft 1l, are so constructed and arranged relative to one another, to carry lout the various movements or working arts and the lcycles of operations cordinate y.

rlhe invention having been set forth, whatl is claimed as new and luseful is ln an internal multiple cylinder double acting/combustion engine,'the combination of an engine cylinder having a bearing sleeve at one end and intake and exhaust ports adj acent said sleeve and a second engine cylinder having' a bearing sleeve at one end to be arranged axially with the first bearing sleeve when the two cylinders are joined axially together, of a piston rod reciprocating in said bearing sleeves and provided with pistons operating respectively in said cylinders, means for connecting the cylinders, the second cylinder having a cylinder head secured thereon, l'said cylinder head having adjacent intake and exhaust ports, the second sleeve being integral with the second cylinder, four ports, two being intake ports on one side'of the second sleeve, the Aother two being exhaust ports on the other side of the second sleeve, the two cylinders having water jackets common to and in communication with each other, the cylinder head having a water jacket partially surrounding its intake and exhaust ports and in communication with the water jacket of the second cyl inder, thereby keeping said ports cool, the water jacket of the first cylinder extending partially about its intake and exhaust ports, the water jacket of the second cylinder partially curving about each of its four ports DAvin J. BULLiNoER.

Witnesses:

H. W. WERGEs, B. E. MAUKOFF.

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